Ventilating bailboad oaes



00 R E M L A P M J M V 0 m VBNTILATING RAILROAD CARS.

[Patented Mar; 9,1897.

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NO- 578,356 Pa if 9, 1897;

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J. M; PALMER. VENTILATING RAILROAD CARS.

Patented Mar. 9,1897.

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YNE NORRIS PETERS 5. PHOTU UTHO. WASHINGTON, D. C.

UNITED STATES PATENT OFFICE.

JAMES M. PALMER, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO CAROLINE F. PALMER AND WILLIAM L. PALMER, OF SAME PLACE.

VENTILATING RAILROAD-CARS.

SPECIFICATION forming part of Letters Patent No. 578,356, dated March 9, 1897. Application filed January 20, 1896. Serial No. 576,087. (No model.)

' io The object of my invention is to produce an efiicient means for ventilating steam and street cars whereby an adequate amount of fresh pure air will be introduced into the car without drafts, cinders, or dust, while an equal amount of impure or vitiated air will be caused to escape.

The invention consists of air spaces or passages arranged entirely around the top of the car, the longitudinal portion of said passages having openings into the car and the transverse portions having openings under or inlets above the hoods of the car, thus forming air inlets and exits for the air, each of the,

said longitudinal air-passages being fitted with a central partition that arrests the i11- coming current of fresh air and compels it to pass out of the front portion of the longitudinal passages into the car, thus supplying it with the desired amount of fresh air and compelling the impure or vitiated air in the car 7 to pass into the rear portion of the longitudinal passages, thence into the rear transverse passages, and out through the opening.

The invention further consists in con- 5 structing the windows of the car so that, if desired, a portion of the air may be caused to pass out of the car through said windows, thereby creating a draft that can be felt by the passengers at such openings, but excludo ing all dust and cinders from the car.

Referring to the accompanying drawings, Figure 1 represents a vertical longitudinal section through a steam-car having a monitor top and fitted with a ventilating device 5 embodying my invention. Fig. 2 is a vertical plan view of same, taken through the monitor top and air-chambers. Fig. 3 is a vertical longitudinal section through a wide vestibulecar, showing an arrangement of tubes instead of an opening under the hood for the admission and exit of the air. Fig.

4 shows a transverse section of a round-top car fitted with a ventilating device embodying my invention. Fig. 5 is a vertical section of one end of same. Fig. 6 represents apartial longitudinal section and side view of a steam-car embodying my invention. Fig. 7 is a horizontal section taken through the monitor top on one side and through the window on the other side. Fig. 8 represents a vertical longitudinal section of a street-car fitted with a ventilatimg device embodying my invention. Fig. 9 is a horizontal section taken through the monitor top, and Fig. 10 is a vertical cross-section of the same.

A represents the car, B B the transverse air-chambers, and O O the longitudinal air chambers or passages, each of which is divided in its center by a partition D, said air-chan- I nels O 0 opening into the car; and the trans- 7o verse air-chambers are formed with an opening a under the hood that communicates with the atmosphere. By this construction the transverse air-chamber B at one end of the car is in connection with one half 0 of the longitudinal air-channels on both sides, but at one end only of the car, so that air entering at the forward end of the car into the airchamber B from the opening a under the hood passes into the air-channels O O and is arrested by the partition D and passes out through the openings (1 into the car, and thence passes out through the openings (1 into the rear longitudinal air-channels O, thence to the rear air-chamber B, and out through the opening a under the hood. Thus the air in the car is constantly renewed, and that Without anyperceptible drafts, dust, cinders, or other deleterious matter entering said car.

Should it be desired to ventilate a car havo ing a wide vestibule then of course, the air cannot be admitted into an opening under the hood, in which case I employ three tubes at each end of the air-channels for the admission of the fresh air and the exit of the foul 9 5 or vitiated air, as shown in Fig. 3.

E represents a tube having a flaring mouth e. The inner end of this tube is surrounded by a tube F of larger diameter, attached to or formed in one with the tube G of smaller 10o diameter that extends down and through the bottom of the car. When in operation, the

fresh air enters the tube E and is conducted and delivered into the tube F above the tube G, and as the inlet-tube E is twice the diameter of the tube G, over which it discharges, the area of said tube G being but one-fourth that of the tube E, by which the air enters, it consequently carries off but one-fourth of: the air that enters tube E. The other threefourths is compelled to pass up the tube F into the longitudinal air-channel G into the car, and of course the impure or vitiated air passes off at the rear end of the car. By this arrangement all dust and cinders that may enter the tube F, being heavier han the air, will follow in the continuous current of air which passes directly from said tube F into and downward through tube G. Thus the car is supplied with a sufficient quantity of fresh air to meet the Wants of all the passengers who may occupy the car, and that without dust, cinders, or drafts, as before described.

In Figs. 4 and 5 I have shown my invention as applied to a round-top car. The construction and operation are practically the same as that described with reference to Figs. 1 and 2, except the form of the air-channels O O',which in this case are made of circular form to correspond to the formation of the roof.

In Figs. 6 and 7 I have shown a car ventilated in the manner described with reference to Figs. 1 and 2, but with the addition of windows that can be opened when desired to create a draft that can be felt by the occupants of the car where such windows are opened, but so constructed that dust and cinders cannot enter the same. In this case the windows H are divided into two by means of a central bar 72, to which the sashes are hinged so as to open outwardly in opposite directions for a short distance, say about three inches; or, if desired, the upper portion of the sash may be fixed, as shown at I 1, and the lower portion only fitted with a vertical central bar 71., to which the lower sashes II are hinged to open outwardly. Now should any occupant of the car desire to feel a draft he can open the sash so that it will stand on a slight angle, and a portion of the air that has been introduced into the car through the air-channels or the transoms will escape out of the open window, while the other portion of said air will pass out through the rear longitudinal airchannels.

In Figs. 8, 9, and i I have shown my invention as applied to a street-car; but as the construction and operation are the same as that already described no further description is necessary.

WVhat I claim is 1. In a railway-car a transverse air-chamber at each end of the car, under the hood, each of said chambers communicating with the outer atmosphere and by lateral openings with longitudinal air-channels on each side of the car the ends of which open into the transverse air-chambers, a central partition in each of said longitudinal air-channels and openings from said longitudinal air-channels to the interior of the car substantially as and for the purposes set forth.

2. In a railway-car an air-channel on each side of the car divided at its center by a partition the outer end of one half'of both said air-channels communicating by lateral openings with a transverse air-chamber under the hood at one end of the car and the outer end of the other half of said air-channels communicating by lateral openings with a transverse air-chamber under the hood at the other end of the car and an opening, under the hood, to each of said transverse air-chambers for the admission or exit of air, and openings from the air-channels into the car substantiall y as set forth.

3. In a railway-car a transverse air-chamber at each end of the car, longitudinal airchannels on each side of the car, communieating with said transverse air-chambers at each end, a partition in the center of each of said longitudinal air-channels, an opening under the hood of the car, into the said airchambers and openings from the air-channels into the car, the area of the openings from the air-chambers into the air-channels being much less than the area of the opening from said air-channels into the car, so that, the air will be distributed into the car at a proportionately less rate or as the areas of the inlets into said air-chambers are to the areas of the openings from the air-channels into the car substantially as set forth.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, on this 13th day of January, A. D. 1896.

JAMES M. PALMER.

\Vitnesses:

NEWELL D. ATWOOD, EDWIN PLANTA. 

